Time-recorder for vehicles.



C. E. LARRABEB.

TIME RECORDER FOR VEHICLES.

AYPLIOATION FILED JUNE 21,1911

Patented Mar. 23, 1915.

12 SHEETS-SHEET 1.

INVENTOR Chmon E.Larrabcc WITNESSES:

ATTORNEYS G. E. LARRABEE. TIME RECORDER FOR VEHICLES.

APPLICATION FILED JUNE 21, 1911.

Patented Mar. 23, 1915.

12 SHEET SSHEBT 2.

INVENTOR ClinTon E Larrabce G. E. LARRABEE.

TIME REGORDER FOR VEHICLES.

APPLICATION FILED JUNE 21,1911.

Patented Mar. 23, 1915.

12 SHEETSSHBET 3.

lNVENTOR Clinion E.Larrabee BY fi 1' 6 ,1 M ATTORNEYS WITNESSES:

THE NORRIS PETERS C0. PHOTO-LITHOV WASHINGTON, D. C.

G. E. LARRABEE.

R0 14 9T 13 m 00 2% s T aE M M d m n e t a P S n 9 L1 1 mm Wm Rm m EL ND N 00 H A R0 M m? u WITNESSES I q INVENTOR ClmTon E Larrabeg 1 14kATTORNEYS THE NORRIFPETERS CO. PHOTC-LITHQ. WASHINGTON D.

G. E. LARRABEE.

TIME RECORDER FOR VEHICLES.

. APPLICATION FILED JUNE 21, 1911.

Patented Mar. 23, 1915.

12 SHEETS-SHEET 5.

INVENTUR Clinfon E, Larrabec WITNESSES BY Ki I 1, My w w 1M2, ATTORNEYSTHE NORRIS PETERS C0 F'HOTc-LITHQ. WASHINGTON. u. c.

G. E. LAREABEE.

TIME RECORDER FOR VEHICLES.

APPLICATION FILED JUNE 21,1911. 1,1 33,045. Patented Mar. 23, 1915.

12 SHEETS-SHEET B.

INVENTQR CI'mTon Ev Larrabee WITNESSES:

G. E. LARRABEE.

TIME RECORDER EOE VEHICLES.

APPLICATION FILED JUNE 21, 1911.

1,133,045, 4 Patented Mar. 23, 1915.

12 SHEETSSHEET I.

ClinTon ELarrabec WM BY 42 MW kw ATTORNEYS THE NORRIS PETERS 60.,FHOTG-LITHQ, WASHING TUN. D C,

12 SHEETS-SHEET 8.

Patented Mar. 23, 1915.

G. E. LARRABEE.

TIME RECORDER FOR VEHICLES.

APPLICATION FILED JUNE 21, 1911.

INVENTOR ClinTon E. Larra bee 1) ATTORNEYS E Kw THE NORRIS PETERS 60.,PHOTD-LITHQ WASHINGTON. D. c.

WITNESSES:

G. E. LARRABBE.

TIME RECORDER FOR VEHICLES.

APPLICATION FILED JUNE 21, 1911. 1,1 33,045. Patented Mar. 23, 1915.

12 SHEETS-SHEET 9.

WVENTOR ClinTon E. Larra bee 702 WWW BY WWW/M, EM, 1 Mr ATTORNEYS THENORRIS PETERS CO, PHOTC-LITHQ, WASHINGTON, D. c

G. E. LARRABEE.

TIME RECORDER FOR VEHICLES.

APPLICATION FILED JUNE 21, 1911.

Patented Mar. 23, 1915.

12 SHEETS-SHEET 10.

WITNESSES:

c ll'nfon E. La rra bec BY M W' M ATTORNEYS THE NORRIS PETERS 60.,PHOTU'LITHO, w; 'INGTON, D. c.

C. E. LARRABEE.

TIME RECORDER FOR VEHICLES.

APPLICATION FILED JUNE 21,1911. 1,1 33,045. Patented Mar. 23, 1915.

12 SHEETS-SHEET ll.

@NO'DQQCONOOGDE Kw 213 2; 5: WW NE; M2; 5252 2528 9:22; :5

WFM

4'45 ATTORNEYS THE NORRIS'PETERS (20., PHOTC-L|THO.. WASHINGTON D. c.

G. E. LARRABEE.

TIME RECORDER FOR VEHICLES.

APPLICATION FILED JUNE 21, 1911.

Patented Mar. 23, 1915.

12 SHEETS-SHEET 12.

llllllH p: INVENTOR Clinfon ELarrabee WITNESSES BY n, p041,

4M4 ATTORNEYS THE NORRIS PETERS C0 PHOTO-LITHQ, WASHING TUN. D. C.

UNITED STATES PATENT OFFICE.

CLINTON E. LARRAIBEE, OF BINGHALITON, NEW YORK, ASSIGITOR TOINTERNATIONAL TIME RECORDING COMPANY OF NEW YQRI'I, OF ENDIGOTT, NEVJYORK, A CORPO- RATION OF NEW YORK.

TIME-RECORDER FOR VEHICLES.

1 133,045. Specification of Letters Patent.

Application filed June 21, 1911.

T aZZ whom it may concern:

Be it known that I, CLINTON E. Lanna- BEE, a citizen of the UnitedStates, residing at Binghamton, county of Brooms, and State 0 New York,have invented certain new and useful Improvements in Time-Re corders forVehicles, of which the following is a full, clear, and eXactdescription.

This invention relates to coasting time recorders, to record the timeduring which a car or train is moving under its own momentum with thebrakes oil, and its chief object is to provide an improved apparatus bywhich a record may be made not only of the time expended in coasting,but also of the total time the car or train is in motion, whether withbrakes on or off, or whether or not it is taking power from the source.

To this and other ends the invention can sists in the novel features ofconstruction and combinations of elements hereinafter described.

A convenient and eflective form of the invention is illustrated in theaccompanying drawings, in which is shown a recorder designed for usewith an electrically propelled vehicle, for example a railway car. Forthe sake of brevity, permissible variations and modifications will notbe re ferred to in the suhjoined description, but it will be apparent topersons skilled in the art that many variations and modifications in themechanisms herein specifically illu trated are permissible. In short,the invention is by no means limited to the precise construct-ion shown,but may be embodied in numerous forms without departure from its properspirit and scope as defined by the appended claims.

Referring now to the drawings, Figure 1 is a. front view of the casingin which the mechanism is inclosed, showing the motormans handle and theslot in which the rec rd cards are inserted to receive the timeimprints. Fig. is a tront view of the device with the front casing andcontrolling levers. as shown in Fig. l, removed. It is 7 n 1' o 1' F; (31r a section taken uIl me .u or ,g. 1

is front section taken on lines 3-3 of Fig. 6. Fig. at is a sectionalview taken on line l of Fig. Fig. 5 is a sectional view taken on line 55of Fig. 6. Fig.

6 is a end sectional view taken on line Patented Mar. 23, 1915.

Serial No. 634,454.

(3-6 of Figs. 2 and 4. Fig. 7 is a sectional view taken on line 77 ofFig. Fig. 8 is a sectional view taken on lines 88 of Fig. 2. Fig. 9 is asectional view taken on lines 9-9 of Fig. 2. Fig. 10 is a top view ofthe device with the casing removed, en on line 10l0 of Fig. Some 0f theparts have been broken away to show the construction. 11 is a top viewof the device taken on line l111 of Fig. 2. Part of the inking ribbonhas been broken awav show the construction beneath.

to Fig. 12 is a detail view of the mechanism by which the hour heel ofthe runningtime printing wheels is actuated intermittently andstep-by-step by the minute wheel. Fig. 1.3 is a detail view of theltCllQt and pawl for driving the coastingprinting wheel. Fig. ll is adetail w in )BYSPQCtlYQ, of the pawl shown in 13, and the devices bywhich the pawl disengaged from the associated ratchet when the carceases to coast. Fig. 15 is ad .il view of portion of the mechanism bywhich the hour wheel of the runningtime printing wheels is brought toZero position. Fi 16 is a detail sectional view on line 1o-16 of thegraduated bar on which slides the card-guide for properly positioningthe record card to receive an imprint. Fig. 17 is a detail view of theratchet and pawl by which motion is transmitted from the clock to theminute wheel of the running-time printing wheels. Fig. 18 is a detailview of a portion of the mecha1- which the minute printing wheels arebrought to zero position. Fig. 19 shows a record card bearing theimprint made when the car begins its trip. Fig. 20 shows the same cardand the same record, together with the record made when the trip iscompleted. giving directly the time during which the car was actually inmotion, whether coasting or not, and also the time during which the carcoasted. Fig. 21 is a diagram showing the electrical or electromagneticdevices employed in and in conjunction with the present apparatus, andthe circuits or wiring thereof.

The present embodiment of the invention is electrically controlled,through the agencv of suitable electromagnets. The subjoined explanationof the construction and operaton of the apparatus will be more readilymatically at C. The brake cylinder D of i ton is retracted by the springD and the bridge piece is brought against the upper pair of contacts E,E; but when compressed air is supplied to the cylinder through the pipeD* to apply the brakes the outward movement of the piston brings thebridge piece against the lower contacts F, F. The solenoid G has aplunger G provided with a bridge piece G which, when the solenoid isdenergized, rests upon the two lower contacts H, H, but bears againsttwoupper contacts I, I, when the solenoid is energized. The electromagnet Jactuates an armature J, which in turn actuates a clutch, shown in partat J, controlling the operation of the coastingtime printing wheelhereinafter described. The electromagnet K, having an armature Kcontrols, through instrumentalities hereinafter described, the runningof the clock and the time printing wheels which record the total timeduring which the car is in motion, whether coasting or running withcurrent on or brakes on? Suppose now that the controller 0 is turned toan on position, connecting the trolley line with contacts 0, 0. Currentthen flows through the motor B and drives the car; but current alsoflows from contact 0 through wire L, resistances Z, Z, wire L, to andthrough the solenoid G and thence by wire M to ground M. Thus energized,the solenoid brings the bridge piece G up against contacts I, I, and sopermits current to flow also from the solenoid through wire N, contact1, bridge piece Gr, contact 1, wire 0, magnet K and wire P to ground P.This energizes the magnet K, and starts the clock and the running-timeprinting wheel or wheels. Assume now that the motorman throws off thecurrent at the controller, allowing the car to coast. The circuitthrough the solenoid G being broken at contact 0, the solenoid isdecnergized, allowing the bridge piece G to drop upon contacts H, H.This breaks the circuit previously traced through the running-timemagnet K, but another circuit through. the magnet simultaneously es-.

tablished, as follows: As soon as the circuit from the trolley wire isbroken, thereby allowing the car to coast, the motor B, driven by theforward movement of the car, begins to act as a generator, sendingcurrent through contacts 0, c, 0, wire Q, fuse 9, wire Q, contact H,bridge piece G (in its lower position by reason of the deenergization ofthe solenoid G), contact H, wires R, R, contact E, bridge piece D (thebrakes being off and hence the bridge piece raised), contact E, wire S,coastingtime magnet J, wire T, running-time magnet K, and wire 1 toground P. The coasting-time magnet J is thus energized and thecoasting-time printing wheel begins to turn. At the same time therunningtime magnet K is also energized, allowing the runn1ng-timeprinting wheel to continue to turn. When the car comes to rest, withoutthe brakes being applied, the motor of course no longer acts as agenerator, and hence no current flows through the magnets J and K. Thecoasting-time and the running-time printing wheels thus come to rest.Suppose, however, that before the motor ceases to deliver current to thetwo magnets just mentioned the brakes are applied. The coasting,properly so-called, im mediately ceases, since part of the energy of themoving car is being expended in the brake-shoes, and hence thecoasting-time printing wheel must be arrested; but the car is still inmotion, and hence the runningtime printing wheel must continue to turn.This is efiected as follows: The brakes being on the bridge piece D ishearing on contacts F, F, and therefore the current through Q, g, Q, H,G, H, cannot flow from contact E to contact E, and thence by wire S tomagnet J as formerly, permitting the coasting-time printing wheel torun, but must flow now from wire R to contact F, through bridge piece D,contact F, through the shunt wire U past the mag- L net 5, and throughwire T, magnet K, and wire P to ground P. The magnet J is thus cut outof the circuit, but magnet K is kept in. Vi hen, however, the motor 13ceases to send currentthrough the circuit the magnet K is of coursedeenergized, and as a result the running-time printing wheel isarrested. The parts are then in their initial and inactive position,shown in Fig.

From the foregoing it will be apparent that so long as the car is inmotion the magnet K is energized, either from the line or from the motoracting as a generator, so that the running-time printing wheel is always turning while the car is moving. On the other hand, the magnet J,controlling the coasting-time printing wheel, is never energized exceptwhen the car is coasting (brakes otl') and then only by current from themotor acting as a generator. It will also be seen that when the carcomes to rest, with the brakes either on or off, both magnets aredeenergized and both printing vheels are ested.

The various mechanisms composing the machine are mount d in or upon asuitable casing 25, shown in front elevation in 1, having a long,narrow, horizontal slot 26 to receive the card 2. on which the recordsare to be printed. Immediately below this slot is a long flat graduatedbar 28 spaced slightly from the front of the casing, as shown in Figs,8, 9 and 16, to permit two card guides 29 to slide on said bar. Thesecard guides are spaced a fixed distance apart (equal to the length ofthe card) by a rod 30. Attached to the left hand guide 29 is an index 31having a knob 32 by which the guide frame, composed of the guides 29 androd 30, can be accurately positioned with re spect to the graduations onthe bar 28, which graduations are numbered, as shown, to designate thedifferent trips which the car is to make in a known period, for exampleone day. To prevent accidental displacement of the guide frame thepointer or index 31 is provided with a spring-pressed ball 33 adapted toengage any one of a series of depressions 3st in the face of the bar 28.It will therefore be seen that a light blow on the knob or frame, or thejolting of the car,

will not cause the frame to move, but that when sufiicient force isapplied to the knob the ball will be cammed out of the depression. Itwill also be seen that the ballaids in positioning the guide frame,since the ball will strike and snap into a depression when the pointeris in accurate position.

hen the car starts on its first trip the inotorman shifts the guideframe to the extreme right, bringing the index 31 to the right-handline, l"-, of trip 1 graduation. He then inserts into the slot betweenthe guides 29 the card 27, face down and with the top of the card towardthe left. Grasping the operating lever or crank 35 he turns itcounterclockwise till it is arrested by the stop 36. This movement ofthe handle, through the instrumentalities hereinafter described, causesto be printed on the card the number of the car (under the headingnumber in Figs. 19 and 20), zero in the column appropriated to therunning time or total time the car is in motion; and, in the column forcoasting time, Zero, together with a portion of a scale ofquarter-minutes and an arrow 38, the latter being printed from a typewhich is stationary with respect to the movable wheel which prints thecoasting time and the scale.

When the car arrives at its destination, that is, at the end of thetrip, the motorman mores the guide frame leftward till the index 31points to the line 1 He then inserts the card again, in the same manneras before, and moves the handle 35 clockwise from the stop 36 to thestop 39. This latter movement prints on the card the car number, thetotal running time, and the total coasting time, with the arrow and aportion of the scale; the whole minutes of the coasting time beingprinted and fractions of minutes indicated by the scale and arrow. Thusin Fig. 20 the total running time is shown to be one hour and sixteenminutes, of which thirtyone and three-fourths minutes were spent incoasting.

When starting on the second trip the motorman moves the guide frame tothe leaving line of trip 2 graduation, and actuates the handle 35 asbefore. Each movement of the handle counterclockwise at leaving restoresthe time printing wheels to Zero before the printing takes place. Hencethe first record for each trip, whether the first, last, or anyintermediate trip, is always zero in both record columns, so that thetotal elapsed time of running and coasting can be read directly from therecord without subtraction or addition. If desired the back of the cardmay also hear a printed form like that on the front, in which case thecard can be reversed in the chute after the tenth trip and the recordsfor succeeding trips then printed on the back. The graduations on bar 28can be correspondingly numbered, as shown in Fig. 1. The generaloperation of the instrument having l een explained, the construction andoperation of the various cooperating mechanisms by which the severalfunctions of the machine are performed will be readily understood.

The printing mechanism-The chute 40, which lines the slot 26, hasapertures i1, 42, (Fig. 3) at the printing point, and above the first ofthese apertures is the printing hammer and below the second are thetypes, some stationary, others on the periphery of the time-printii'igwheels. Between the chute 40 and the types runs an ink-ribbon 4st, roundon spools 15, 16, so that as the hammer descends the card and the ribbonwill be struck sharply against the types.

The types are shown clearly in Figs. 8, 9 and 11. The type which printsthe car number is formed on a lug i7 fixed on the rear frame-plate 18.In front of this lug (to the righ as viewed in Fi 8 and to the left inFig. 9) is the wheel 49 for printing the hours of running time and thewheel 50 for printing the minutes of such time. comes the wheel 51 forprinting the coasting time, bearing on its periphery the type forprinting the whole minutes and the scale for indicating the fractions.Next aft r the coasting-record wheel is the type for printing the arrowor pointer, the same being formed on an arm 52 fixed on the frontNextframe-plate 53. Theprinting wheel50 is mounted'on and pinned to asleeve 5% rotatable on a stationary shaft 55, and fixed to the sleeve bythe same pin is a cam 56, a gear wheel 57, and a fine-toothed ratchetwheel 58. On the same shaft is a sleeve 59, on which the coasting-recordwheel 51 and a gear wheel 60 are mounted, the two wheels being pinnedtogether as shown, so as to 1'0- tate together. Slidably mounted on thesame shaft is a grooved collar 61, to which is fixed a disk 62, formingpart of the clutch which is actuated by the armature J of the coastingrecord magnet J.

The printing hammer 43 (Figs. 3, 5, 6, 7, 8, 9 and 10) has a yieldingstriking face 63 mounted in a bar 641:, carried on the underside of oneend of a plate 65 having at its other end depending ears (not shown) bywhich it is pivotally mounted on a stationary shaft 66. Pivoted at oneside of this plate and on the same shaft is a lever 67 having a foot 68which, by striking the chute 10, arrests the lever. On its upper edgethe lever has a forwardly extending finger 69 and a rearwardly extendingfinger 70. The first named finger lies over the hammer plate 65 and hasan aperture through which extends a screw 71 encircled above said fingerby a coil spring 71 The screw also extends through the hammer plate 65,and belowthe same it is fitted with a stop-nut 72. It will therefore beseen that if the left hand portion of the lever 67 is raised, againstthe tension of the spring 73 attached to an arm 7 f rigidly connectedwith the lever 67 on the same shaft 68, the hammer 43 will also beraised, through the instrumentality of the screw 71 and spring 71 If newthe lever 67 is suddenly released the spring 7 3 will throw the lever6'? and hammer i3 downward, the lever being arrested at "-19 end of itsstroke by the stops 68 and 75 striking the chute 40 and the fixed member76 respectively. The momentum of the hammer, however, will carry it ondown against the tension of the spring 71 and cause it to deliver asharp, quick blow on the card in the chute; but instantly after thedelivery of the blow the tension of the spring 71 lifts the hammer toits initial position, shown in Figs. 2 and 3.

For the purpose of actuating the lever 67 in the manner described above,the following devices are provided, shown best in Fi gs. 5, 6 and 7. Onthe shaft 80, which is rocked by the handle 35 is a symmetrical cam 81engaging a stud 82 on an arm 83 pivoted at 84. Pivotally connected tothe free end of the arm 83 is an upwardly extending link 85 having anopening 86 embracing a fixed pin 87. This link is urged toward theright, as viewed in Fig. 5, by a spring 85 and at its top is formedwitha vertical forwardly "turned lip 88, which, in the position of the partsas shown in Fig. 5, bears against the rearwardly extending finger 7 0 onthe lever 67 and so prevents the spring 85 from swinging the link to theright. Suppose, however, that the cam 81 is rotated counterclockwise byactuation of the handle 35: The notch in which the stud 82 rests(similar to the notch shown in dotted lines at 89) moves up from underthe stud, and as the low portion 90 of the cam approaches the stud thearm 83 and link 85 descend, until finally the lip 88 passes below thefinger 70, whereupon the spring 85 draws the link 85 to the right, themovement of the latter being arrested by the left side of the slot 86striking the stop 87. The low portion of the cam now passes the stud 82and the cam begins to swing the arm 83 upward, thus raising the link 85and with it the lever 67, since, as will be remembered, the lip 88 isunder tne linger 70. At the same time, as the link rises it turns on thepin 87 as a fulcrum, carrying the lip 88 toward the left until it slips0E the finger and allows the lever 67 to descend under the influence ofthe spring 7 3. At this instant the notch 89 comes into engagement withthe stud 82. It will of course be understood that the same actuation ofthe arm 83 and associated parts occurs when the cam 81, having beenrocked in one direction, say counterclockwise as viewed in Fi 5, isreversed to effect a second printing.

' The ribbon-shifting mechanis-m.The ribbon 44, wound on the two spoolse5, 46, Figs..3, 5, 6 and 7, passes between forks 91, 92, at the ends ofa V-shaped yoke 93 pivoted centrally at 94. The spools 4:5, 16, areprovided with gears 95, 96, and adjacent to these gears is a horizontalshaft 99 movable longitudinally and having pinions 97, 98, so positionedon the shaft that when the latter is in the position shown in Fig. 5,for example, with the pinion 98 in mesh with the gear 96, rotation ofthe shaft in the proper direction will cause the ribbon to be wound onthe spool 46 and be unwound from the spool 45. the shaft be shiftedtoward the left, bringing the pinion 97 into mesh with the gear 95 anddisengaging pinion 98 from gear 96, rotation of the shaft in the samedirection as before will wind the ribbon on spool l5 and unwind it fromspool 46. This rotation of the shaft, always in the same direction, iseffected by a pawl 100 engaging a ratchet 101 on the shaft andoscillated by a link 102 connected to the arm 83, which, it will beremembered, is actuated by the cam 81. It will therefore be seen that ateach printing operation, immediately before the impression is made, theshaft 99 is given a slight turn, thereby advancing the ribbon one stepand bringing a fresh portion there- I of to the printing point. Movementof the On the other hand, if p shaft in the backward direction isprevented by a holding pawl 103 engaging the ratchet.

llear each end of the ribbon it is provided with a knot or stop, notshown, one of which, as the ribbon unwinds from a spool, engages theadjacent fork 91 or 92, as the case may be, and swings the yoke 93 inthe corresponding direction. This yoke has a central verticallyextending finger 93 slotted at its upper end to receive a pin on a lever93 playing between two collars or flanges 93 on the shaft 99 and havinga spring 93 which serves to throw the lever either to its extremerightward or its extreme leftward position. Suppose now, with the partsin the position shown in Fig. 5 and the ribbon traveling from left toright, that the knot at the left end of the ribbon strikes the fork 91.The yoke 93 thereby swung clockwise, imparting a like movement to thelever 93. As soon as the latter passes its dead center the spring 93completes the movement, throwing the lever over against the right-handcollar 93 and shifting the shaft 99 to the left. This disengages pinion98 from gear 96 and brings pinion 97 into mesh with gear 95, aspreviously explained, thereby reversing the direction of the ribbonstravel.

The mechanism for clm'm'ng the runningtme printin wheeZa The minutewheel 50, Figs. 8 and 9, is, it will be remembered, pinned to a gearwheel 57. The latter is in mesh with a large gear 10%, Fig. 3, which isin turn driven by a gear 105 loosely mounted on the minute arbor 106 ofthe clock movement 107. Rigidly mounted on this arbor is an arm 108,Fig. 17, carrying a multipoint spring-pawl 109 engaging a line toothedratchet 110 loose on the minute arbor but fixed to the gear 105. It willtherefore be seen that as the arm revolves the train of gears 105, 10%and 57 will be driven, thereby rotating the minute wheel 50. Theadvantage of using a fine-toothed ratchet and a multi-point pawl will beexplained hereinafter. The hour wheel 4:9 is moved one step forward ateach complete revolution of the minute wheel 50, and for this purposethe devices shown in detail in Fig. 12 are provided. The cam 56, which,as before stated, is pinned to the minute wheel 50, is of the snail typeand engages a lug 111 on a vertical arm 112 pivotally mounted at itslower end and urged toward the right, as viewed in Fig. 12, by a coilspring 113. At the top of the arm is an actuating pawl 11a cooperatingwith a ratchet 115 fixed to the hour wheel 19 and having the same numberof teeth as there are hour-type on the wheel. It will. now be seen thatas the cam revolves, in the direction of the arrow, the arm will beswung leftwardly, thereby retracting the pawl. Finally, as the camcompletes its revolution, the tail of the cam passes the lug 111 and thelatter drops off, permitting the spring 113 to swing the arm to theright and advance the pawl, thereby giving the ratchet and the hourwheel a partial movement of rotation suflicient in extent to bring thenext hour-type to the impression point. Backward movement of the hourwheel is prevented by a holding pawl 116 engaging the ratchet.

The mechanism for stopping the clock and the running-time printingwheels when the ear st0ps.-As before stated. the operation of therunning-time printing wheel is under the control of the magnet K, and ithas been explained how this magnet is energized only while the car is inmotion. It will also be remembered that the runningtime printing wheelis always revolving while the clock is running; and as the motion of thecoasting-time printing wheel 51 is derived from the clock also, it isevident that stopping of the clock when the car stops will stop bothprinting devices, as should, of course, be the case. For this purposethe armature K (Fig. 1) of the magnet K is provided at its upper endwith a li ht blade spring 120, extending into close juxtaposition to thebalance wheel 121 of the clock and so arranged that when the magnet isdenergized the counterclockwise movement of the armature on its pivot122 caused by the spring 123, carried by the armature and bearing upon afixed stud 12%, will bring the spring-stop 120 into engagement with thebalance wheel and so arrest the latter. \Vhen, however. the magnet isenergized by current from the trolley line or by current from the motoracting as a generator it reverses the movement of the armature, whichreversal carries the spring 120 away from the balance wheel, as in Fig.4, and leaves the wheel free to oscillate.

The mechanism for (ZN-ring and controlthe coasting-time printingwheeZ.-- On the shaft 55 (Figs. 3. 8, 9), which carries the running-timeand the coasting-time minute-printing wheels, is a gear 57 and afine-toothed ratchet 58, both pinned to the running-time minute wheel50, as already described. Near its periphery the coastingtime wheelcarries a 'multipoint springpawl 130, mounted on a stem 131 rotativelymovable in said wheel, said pawl being adapted to engage the ratchet 58.It will therefore be seen that with the pawl in engagement with theratchet the motion of the gear 57, which is driven by the clock 107. iscommunicated to the coasting-time printing wheel. It will also beapparent that if the pawl 130 is lifted out of engagement with theratchet 58 the coasting-time printing wheel. will cease to revolve. Toeffect this movement of the pawl the following devices are provided.Extending inwardly and laterally from the stem 131 and fixed thereto isan arm 132 having at its inner end a horizontal portion 133 extendingforwardly through an opening in the gear 60, which, it will beremembered, is pinned to the coasting-time wheel 51. At the forward endof this horizontal portion is an outwardly extending arm 13a which isalso inclined, but in the opposite direction, to the arm 132, and at theouter end of the arm 134 are two for wardly projecting fingers 136 lyingclose to the periphery of the disk 62 and having an inclined cam portionwith which said disk engages when shifted on the shaft 55 by thearmature J coiiperating with the grooved collar 61. lVhen the magnet Jis energized, as is always the case when the car is coasting, the disk62 is in its rightward position (as viewed in Fig. 8), and is thereforeout of engagement with the pawl-operating fingers 136; but when the carceases to coast and the magnet is therefore de'einergized the armature Jforces the disk to the left and against the inclined camportions of thesaid fingers and, through the instrumentality of the arms 132 and 13 1,lifts the pawl out of engagement with the driving ratchet 58. W hereuponthe coasting-time printing wheel ceases to rotate.

Inasmuch as coasting-time printing wheel 51 is driven by aratchet-and-pawl mechanism and may have to be set in motion at any timein the course of the cars travel, and since the ratchet itself is alwaysrevolving when the car is in motion, it will be seen that at the instantthe pawl 180 is moved toward the ratchet to start the coasting wheel theratchet may not be in the exact position at which the pawl would comedirectly into engagement with a ratchet tooth. Consequently the ratchetwould have to turn idly a greater or less distance until a tooth didcome into contact with the pawl. This means a loss of time from thecoasting record, the maximum loss at any given operation of the partsbeing dependent upon the distance between successive teeth. To make thismaximum as small as possible the number of teeth on the ratchet is madelarge (two hundred and forty in the present instance) and hence closetogether. This would of itself reduce the maximum loss to 1/240 of thetime represented by a complete revolution of the coasting record wheel,amounting to 1/240 of 60 minutes, or I} of a minute in the present case,in which one turn of the wheel represents one hours coasting. Assumingthat the maximum loss would occur as often as the minimum or zero lossit will be seen that the average loss would, in general, be at least ofa minute, even when neglecting the losses which are each greater thanzero but less than the maximum. The total loss in the course of even ashort trip might therefore amount to several minutes in the aggregate.To re- 2 seconds.

duce still further the maximum loss, and hence the average loss, is thepurpose of employing a multi-point pawl 130. In the present case thesuccessive points of the pawl are spaced apart a distance equal to oneand onefourth of the space between successive teeth on the ratchet, sothat one or another of the points will, when the pawl is actuated,strike the ratchet at a point distant from a tooth not more thanone-fourth the space between teeth. This is equivalent to increasing thenumber of teeth to 960, making the maximum loss 1/960 of 60 minutes orminute, and making the average loss, computed roughly, as above, 3 gminute, or somewhat less than two F or the same purpose the finetoothedratchet 110 and the multipoint pawl 109are employed to drive therunning-time printing wheel 50.

The mechanism for returning the timepm'mfz'ng wheels to zero, 30 thatelapsed time may he read directly from the ree0rd.Facing the large gear104 (Fi 's. 3, 6, 7 and 18),

on the same shaft 80, is a simila gear 140,

meshing with the gear 60, which, it will be remembered, is pinned to thecoasting-time printing wheel 51. This gear 1 10 is loosely mounted, soas to turn freely as the gear 60 revolves. Each gear is provided on itsinner face with a pair of square studs, 1 11, 14-2, 1413, 144, so thatby engaging one or another of each pair of studs the gears 10 1 and 140may be turned, in the direction of their movement when driven by theclock, until the Zeros on the time-printing wheels 50 and 51 are broughtto the impression point. In the present machine each of the large gears10%, 1 10, has twice the number of teeth as the smaller gears 57 and105, and 60, with which they are in mesh, and consequently a halfrevolution of either large gear is the greatest movement that will everbe necessary to bring the associated time-printing wheel to Zeroposition. Inasmuch as the shaft 80 makes more than a half turn, thismovement may be availed of, as follows, to effect the desired movementof the gears 10% and 1410 to reset the printing wheels.

On the shaft 80, between the two gears 10d and 1410, and straddling apin 145, is an arm 146, carrying near its outer end a pair of pawls 11-7, 1 18, drawn inwardly by springs 149 to inward positions determinedby a pair of stops 150 on said arm. These pawls are provided at theirfree ends with square notches adapted to fit the square stud 1 11, 142,143, 1 1%, and all the parts are so proportioned and arranged that whenthe handle 35 is at the leaving position, as in Fig. 1, and thetime-printing wheels are at zero, the arm 1-16 will be upright andbearing against a stop 151 above the two gears 101, 1 10, .and thelatter, if at zero, will .be in such positions that one or the other ofeach pair of .studs will be in engagement with the appropriate pawl, asindicated in Fig. Starting now on a trip, the motorman gives the handle35 a haltturn counter-clockwise, as previously described, thereby givingthe arm 146 av half turn, which, through the instrumentality of thepawls 147, 148 and the studs 141, 148, gives the gears 104, 140 eachahalt' turn and the gears 57 and 60 each a full turn, moving thetime-printing wheels'each a full revolution from Zero back to zero. Atthe same time the arm 146 comes against stop 1.52 below the gears 104,140. As the movements just described are completed the printing hammerdescends and prints Zero in each time-record column on the card. The carnow makes its trip, during which the gear 104 of course moves the extentof its rotation depending upon the time during which the car wasactually in motion), thereby carrying the stud 141 or 142, as the casemay be, away from the pawl 147. Similarly, if the car has done anycoasting, the gear 140 has turned more or less, carrying the stud 143 or144 away from the pawl 148. WVhen the destination is reached themotorman swings the handle 35 back to its initial position, therebyturning the arm 146 clockwise and back to the positionshown in Fig. 3,during which movement the pawls swing idly over the studs which may liein their paths. This actuation of the handle prints the elapsed runningtime and coasting time, but leaves the time-printing wheels in thepositions they happen to be in when the car stops; that is, the zerosare not at the impression point. Now when the car leaves again and themotorman operates the handle to print the zeros, as previouslydescribed, the arm 146, turning, in the counterclockwise direction,picks up the studs which lie in the path of the pawls 147, 148, andsweeps the gears 104, 140 on around, bringing the type wheels 50 and 51to zero point before the printing hammer descends. In this manner theminute-printing wheels are brought to zero position each time the handleis moved from the leaving position. If, however, the total running timeof a trip has been more than an hour, represented by one revolution ofthe minute wheel 50, the hour wheel 49 will have been advanced one ormore steps, and hence must also be brought back to Zero. This isefiected by the following devices, shown clearly in Figs. 4, 8, and 15.On the shaft 80 is a snail cam 160 adapted to engage and actuate thelower end of lever 161 pivoted at 162 and at its upper end an are shapedrack in mesh with a pinion 164 loose on the small shaft which supportsthe hour wheel 49. Fixed to the pinion is'a small disk 165 having acutaway portion from which projects a spring pawl 166. On the inside ofthe overhanging periphery of the hour wheel is a suitably positionedstud 167, adapted to be engaged by the pawl just mentioned.

As the hour wheel is revolved step-by step (counterclockwise as viewedin F i 15) by the actuating mechanism shown in Fig. 12, the stud 167moves ahead of the pawl, but as the cam 160 is revolved by the handleand shaft 80, when the car leaves, the half revolution of the cam swingsthe lever and rack to the position shown in dotted lines in Fig. 4,thereby revolving the pinion 164 in the clockwise direction and causingthe pawl 166 to overtake the stud. The stud and the hour wheel are thusmoved until the type immediately preceding the zero is at the impressionpoint, the parts being designed and proportioned to leave the wheel inthat position. At this instant the minute wheel 50 comes to zero,whereupon the transfer mechanism illustrated in Fig. 12 moves the hourwheel forward one step farther, as previously explained, therebybringing the hour wheel zero to the impression point. The printinghammer now descends and arints the record. At this sta e the cam 160 andthe lever 161 are in the positions shown in dotted l ies in Fig. 4.lVhen, upon arrival at the ClQSLllltltlOIl of the c. r the motormanreverses the handle 35 the tail of the cam slips past the end of thelever, allowing the spring 168 to throw the lever and rack back to thepositions shown in full lines in Fig. 4. During this movement of therack the pinion 164 rotates counterclockwise, but as the pawl 116, Fig.12, holds the hour wheel against movement in that direction, the springpawl 166 sweeps idly past the stud 167.

Inasmuch as the gears 104, 140 should not turn while the shaft 80 is inmotion, the gears are mounted on hubs 170, 171, which are in turnmounted on sleeves 172, 173, Fig. 7. The latter sleeve is extended intothe front frameplate 53 and is fitted tightly therein so as not to movewith respect to the shaft 80 and hub 171. The sleeve 172 is providedwith :1 arm 174 extending upwardly and forked at the top to embrace thestop-bar 151, thereby holding said sleeve motionless with respect to theshaft 80 and hub 170.

As previouny stated, the inrcntion is not limited to the device hereinspecifically shown and described, but is capable of embodiment in otherforms without departure from its proper spirit and scope defined by thefollowing claims.

I claim:

1. In a time recorder for v nicles, the combination of running-timeprinting devices for recording the total time the vehicle is traveling,actuating means for said devices, said means being dependent for opera-'with said elements and operative only when the vehicle is travelingwith neither element in operation.

3. In a time recorder for vehicles, the combination of driving andbraking elements, a clock, running-time printing devices driven by theclock, coasting-time printing devices driven by the first named devices,controlling mechanism associated with the clock and operating to allowthe clock to run when the vehicle is in motion and to stop the clockwhen the vehicle stops, and controlling means associated with thedriving and braking elements and with the coasting-time printing devicesand operating to disconnect the latter from the runningtime printingdevices whenever either of said elements is in operation.

4e. In a time recorder for electric vehicles, the combination ofrunning-time printing devices for recording the total time the vehicleis traveling, electrically controlled driving means for said devices, asource of cur ent for said means, delivering current only when thevehicle is in motion, coasting-time printing devices associated withsaid driving means, and controlling mechanism permitting thecoasting-time printing devices to be driven only when the vehicle iscoasting.

5. In a time recorder for electric vehicles, the combination of abraking element, a driving motor adapted to operate as a generator whendriven by the movement of the vehicle, running-time printing devices forrecording the total time the vehicle is traveling, electricalcontrolling means for said devices, connected with the motor whereby tobe energized and cause the said devices to operate only while thevehicle is moving, coasting-time printing devices," electricalcontrolling mechanism therefor, associated with the motor to receivecurrent onlv when the motor is acting as a generator, and meansassociated with the braking element and said electrical controllingmechanism to disconnect the latter from the motor when the brakingelement is in operation.

6. In a time recorder for electric vehicles,

'the comb nation of a clock, running-time printing devices andcoasting-time printing devices driven bv the power of the clock,electrical controlling means for the clock, a source of current for saidmeans and delivering current thereto only when the vehicle is moving,electrical controlling mechanism for the coasting-time printing devicesand associated with said source of current whereby to be energized onlywhen the vehicle is moving, a braking element, and means actuatedthereby to disconnect the said electrical controlling mechanism from thesource of current when the braking element is in operation.

7 In a time recorder for vehicles, the combination of a clock,running-time printing devices driven by the clock, coastingtime printingdevices driven by the first named devices, electrical controllingmechanism for the clock, means for delivering current to said mechanismonly when the vehicle is moving, whereby the clock will run only whenthe vehicle is in motion, electromagnetic mechanism for disconnectingthe coasting-time printing devices from the running time printingdevices whereby the latter will cease to drive the former, a circuit forsaid electromagnetic mechanism and including the said source of current,a braking element, circuit-controlling means for said circuit, actuatedby operation of the braking element to check the progress of thevehicle, and circuit-controlling means for said circuit, operative onlywhen the vehicle is coasting with the braking element out of operation.

8. In a time recorder for vehicles, the combination of a clock,running-time-printing devices driven thereby, means for causing theclock to run only when the vehicle is moving, coasting-time printingdevices, a ratchet and a pawl between the first named and the last namedprinting devices to drive the latter from the former, and means forcausing the pawl to engage the ratchet when the vehicle is coasting andto be disengaged from the ratchet when the vehicle ceases to coast.

9. In a time recorder for vehicles, the combination of running-timeprinting devices, clock controlled means for driving the same only whenthe vehicle is moving, coastingtime printing devices, clock controlledmeans for driving the same only when the vehicle is coasting, mechanismfor taking impressions from the said devices to record the running-timeand the coasting time, and means actuated by said impression-takingmeans to restore the printing devices to zero.

10. In a time recorder for vehicles, the combination of running-timeprinting devices, clock controlled means for driving the same only whenthe vehicle is moving, coasting-time printing devices, clock controlledmeans for driving the same only when the vehicle is coasting, mechanismfor taking impressions from said devices at the beginning and end ofeach trip; and means actuated by said mechanism, when operated at

